Load-brake apparatus.



W. V. TURNER.

LOAD BRAKE APPARATUS.

AP-PLIOATION FILED 0012s, 1906 1,?5,%?5, Patented 0ct.7,1913.

2 SHEETS-SHEET l.

WETNESSES mwa'mw K WW W. V. TURNER. LOAD BRAKE APPARATUS. APPLIOATIONFILED 0012s, 1906,

1,075,275. Patented Oct. 7, 1913.

2 SHEETS-EHBET 2. $43. 1;

fl WITNESSES wavgm'ron WALTER v. TURNER, or WILKINSBUBG, renusrnveuie,ASSIGNOB re THE wns'rme- HOUSE Am BRAKE COMPANY, or WILMEpZDING,PENNSYLVANIA, a ecnronarroiv OF PENNSYLVANIA.

Specification of Lettershatent.

LOAD-BRAKE Armenians.

Patented Get. 11ers. j

ori inal application f led April 1, 1904, Serial are. 2 311% D vid dandthis pi i at fil gj 1 cc. se i in saacsi.

To all whom z'limay concern Be it known that it, WALTE V. TUR ER,

a citizen of'the United States, residing at lvilkinsburg, in the countyof Allegheny and State of Pennsylvania, have invented certain new anduseful Improvements in Load- Brake Apparatus, ofwhich the following is aspecification.

j#808,703, Jan. 2, 1906, which said patent contains claims for thegeneric structure and one specific form thereof. In this application itis desired to cover specifically that form of the invention which wasshown particularly, in Figures 2' and 3 of said prior application,

The first of the objects of the present invention is the provision ofmeans whereby the braking force of a car can be set either for a loadedcar or a light car, and whereby the operation of the automaticappliances on the car will be supplemented by the addition of othermechanism designed to control the flow of air from the triple valve tothe brake cylinder when the load brake mechanism is in operativeposition, and which will be cut out when the manually actuated means forcutting out the said load brake mechanism is turned indittercntposition. While I have shown m v improvem nt herein as appliedin conjunction with such manually actuated means fol-determining whetherthe car shall be braked as a loaded or light car, still it is to beunderstood that the same mechanism is applicable where automaticappliances may be employed for making the change from the load brake tothe light brake car or vice versa. I

A still further object of my invention is the provision of means wherebythe surplus of pressure left in the auxiliary reservoir as a resultotthrottling or cutting ofi the flow to the brake cylinder on a lightcar, may be reduced by backfiow from the auxiliary reservoir to thetrain-pipe, through suitable mechanism, which may be actuatedby increaseof train-pipe pressure on the release of the brakes, or which ma ypossibly bc: I

brought about in other ways. Such hack-v the brakes on that eat, butalso results in increasing the train-pipe pressure, thereby aid. .1

ing generally in the release of all the brakes;

mined point in order to prevent tie accu-" mulation of more than a givenamount of pressut'e in the cylinder when the car has no load upon it. Sofar as I am aware, devices 1 of this character heretofore used, however,

have only shut off the supply from theflo triple valve to the cylinderand have made-,3 no provis on for further reduction of the i reservoirpressure, whereby the cars which)- are throttled in this manner are leftafter a full application, with a higher reservoir:

.75 pressure from which'it is more ditiicult to etlect a release-of thebrakes, causing these cars to be the last to let go, and in some 1n--:ystances-especially where several such cars 4 are toward thereai' end ofthe train-ren- -80 dering the train liable to be pulled in two.

The above, as well as othe'nsuch objects. as may hereinafter appear, Iattai.n ,byw

means of a construction which I have il'lus-, the accompanyingdra\-vings,:.

trated in wlicrein Figure 1 is a plan view showing the paratus employedunder'a car in conjunction with my improvement, the same illustratiug acylinder, reservo r andtriple valve with a portion of train-pipe, and myauto.- matic valve mechanism applied in COHJUIICL-w tion with said otherparts;

Figure 2 is sectional view of my improved valve mechanism taken on ahorizontal plane on Figure l;

signed to hold the valve to its seat, and

Figure 3 a sectional view s milar tothe view given in Fi gu re 2, but inwhich aslight F'gure 2 is a small detail sectional view oi a certainfeature of the improvement de-' modification of 'the improvement i sillus trated.

Referring F u will be seam I have therein shown a portionof train-pipe.4: With a branch pipe '5 leading to a triple,

55 ,1 1 flow of pressure fromthe reservoir to the trai rpipe not onlyfacil tates the release'of s &

connection by means of a pipe 13 Witlr'the auxiliary reservoiras shown,and another :connection by means of the pipe 14 with the brake cylinderand still another connection. by. means cock 9. 15 l. shownon a largerscale'and' in section 1n F igure- 2 to which reference Will now. be

-made. It will be seen that the same comof the pipe 15 with thethree-way The valve" mechanism indicated at 12 is prises acasing 16within which are mounted two pistons 17 and 18 connected respectivelywithfslidelvalvesl 'and'20. H

The trainepipeconnection is 'at 21, the

- auxiliary. reservoir at 22, the pipe leading r from the triple valveto the cylinder at 23, and

- any pressure admitted past the triple valve a brake cylinderconnection is at 24, while the chamber at the right of the piston 17,that is, the chamber'25 which-contains the. slide valve 'l 9,"isprovided with an enlargement by means "of. a reservoir 26 connected asshown. A1128 thereis an outlet to the atmospherewhich in the position ofthe parts shown creates a 'difierential of pressures on opposite sidesof the piston 18,"as will be understood when further description of theoperation of the apparatus is given. i

From the position of the several connectime just above referred to, itwill be obvious that the piston 18 is balanced between auxiliaryreservoir pressure and the ,pressure of the brake cylinder when there isin making applications of the brakes, while the piston 17 is balancedbetween train-pipe pressure and the pressure in. the chamber 25- at theright/of the piston 17 which is, in connection with'the expansion orenlargement chamber 26. Thevalve 19 which is connected. with the piston17 arranged so that, a when in normal position, it will be held by the,spring 29 in the position shown where the port 30 leading fromthe'train-p-ipe to,

the seat of the valve will be closed. When an increase in train-pipepressure is made, however, the .valve 19 will beforced. to the rightagainst the pressure of the spring29 and; connect 'theport passage '30with the passage 31}, establishing communication between, the? trainpi'pe and reservoir.'

', t'ripleevalvetothe brake cylinder, and in the controls fTheyaliYeflOactuated by the piston -18 '6 passage23 leading from the position shown,,uncoverssaid passage, the

a'ction' beingsupplementary'to that of the triple valve. It alsocontrols the openin or outlet 28'to'the'fatnjiosphere whereby di er.

at'any desired'point.

ent-ial pressures are produced on the P13: ton 18.

The operation of my improvement is as follows Supposing the apparatus tobe set with" I the three-way cock 9 in position so thatair in order topass from the triple valve tothe ztllBulZIlPlG valve into the cylinderthrough the opening 23 and bears on the'right side of the iston 18within the rings marked 33, when t e" pistonwill be moved to the'leftagainst th'e'pressure in the auxiliary reservoir, the movementbeing-aided somewhat by the increased area exposed, until it strikes thegasket 35 where the piston willast-op. and v make. a tight seat on thegasket, leaving the slide valve. 20 in position to close the port orpassage23 andcut off further flow of air from the triple valve to thebrake'cylinder,

and also to close the port 28 leadin to the atmosphere. It will thus beseen that-by properly'proportioning the strength-of the spring plus thearea of the'piston-lB of the right side within therings 33, and the areabetween the rings 33 andthe rings 36, the slidevalve 20 can be caused toout OK the flow of air from thetriple to the, cylinder If thus it bearranged that the maximum pressure in the brake cyl inder on a. load isabout twice the maximum pressure desired on a light car, the propor--tionatc areas and spring can be so fixed that the piston 18 will movethe slidevalve 20 at just the right point to cut oil the flow. fromlated one light car.

i "The. brake having been thus applied-and the valve 20 having out offthe passage 23 leading to the brake cylinder, any further reduction ofpressure in the train-pipe will v not a of course produce any furtherreduc' (1101111113116 aux liary reservoir-pressure on that particularcar, and after a full application has beenmade-it will require ahighernot-similarlyi governed. In order. to over- =comethisdifticulty Iprovide the mechanism embodied inithe valve 19 and the piston 17,wherebypwhen the train-pipe pressure is I pressure in the train-pipe torelease that brake than any other brake on the traincar, after pushedover against the strength of the over will connect the passages 30 and31 and'thereby permit the reservoir pressure connected through. thepassage or opening 2 to flow back into the train-pipe and equalize thetrain-pipe and reservoir on that which the triple valve of the car willperform its function in releasing in the usual n annex. Atthe same timethat this reduces the auxiliary reservoir pressure it increases thetrain-pipe pressure, aiding to effectthe release of the brakes.

l t vi'ill be observed that the chamber atthe right normally containstrain-pipc pressure, since said chamber is of small capacity and thereis some leakage back and forth past the piston, and the incroas at theleft only acts temporarily or until equalization takes'place. Thus thevalve 19 and the piston 17 really act as a quick action release device,since the piston moves responsively at each increase in train-pipepressure (because of the pressures on its opposite sides beingnorn'ially'maintaincd "at e p1alization) whereby the higher pres sure ofthe auxiliary reservoir is allowed to flow to the train-pipe, and thisbesides facilitating the release of that particular brake as statedabove, aids in releasing the other brakes. v As a means to preventthevalves 19 and 20 from-being raised oil their seats by the superiorpressure acting on the port openings under their faces as occurs attimes during the operation, I have provided the said valves with certainport openings indicated in Figure at .1-0, which port openings arearranged so as to communicate with the atmosphere through passages 41and create a preponderance of pressure above the valves, tending to holdthem to their seats. i

As it obvious with the mechanism just above described, the cutting oilof the passage from the triple t0 the brake cylinder would interferewith the release unless some other means were provided for taking careof such function of the brake, I have intro- :duced a small check valveindicated at 43,

held by a spring i2, this check *alve preventing any flow of air fromthel triple to the cylinder through that passage '11 makingapplications, but opening when tie return flow occurs, so as to allowthe cylinder pressurecto flow back through the opening 23 and out at thetriple valve exhaust in t is usual manner.

In Figure 3 I have indicated a slightly modified form of theimprovement, in which it will be seen by examination of the drawing, 1utilize the same slide valves 19 and 20 and the same pistonsl? and 18and a similar disposrhon oi? port openings, and so far as actuateconcerns the piston 18 and slide valve 20, the same arrangement andoperation of all the several parts, but in which the piston 18 isbalanced between train-pipe pressure and pressure in the cylinilcradmitted from the triple valve instead of being balanced betweenreservoir pres ure and the pressure in the cylinder, as is the case inthe device of Figure Thus it will appear that in the device shown inliigure 3 the reduction in traiirpipe pressure directly eil' ects themovement to the left of the piston 18 and the closure of the passagefrom the triple valve to the brake cylinder, and in the release of 'thebrakes in the device shown in Figure 3 the passages 51 and 50 andhack'into the train-pipe as soon as the increase in trainpipe pressurehas moved the valve 19 over to the right. I

Having thus described my invention and illustrated its use, what I claimas new and desire to secure by Letters Patent, is the following:

1. A. valvular mechanism for automatic air brakes comprising incombination an auxiliary reservoir a train pipe a brake cylinder, meanswhereby the reduction of auxiliary reservoir pressure is terminatedshort of -full equalization, a valve casing having a passage forestablishing communication between said auxiliary reservoir and saidtrain pipe, means operative under variations in train pipe pressure tocontrol said passage and permit back-flow from the au xillary reservoirto the train pipe Whereby to reduce auxiliary reservoir-pressure,

and augment the pressure of the train pipe, substantially as described.I 2. An automatic load brake mechanism for air brakes comprising incombination an auxiliary reservoir, a train pipe, a brake cylinder, anda valvular device-provided with a passage topermit back flow from theauxiliar reyer-v'o'ir to the train pipe, means d by. train'pipe pressureto control said passage, and means supplementary to the triple valve forthrottling the flow of air from said auxiliary reservoir to said brakecylinder.

8. In automatic air brake mechanism, the combination with an auxiliaryreservoir, a train pipe and a triple valve device, of a passagetolpermit a back flow from the aux,

actuated by pressure from the train pipe and adapted in one position topermit a back flow of pressure from the auxiliary reservoir to the trainpipe and in another position to prevent a flow of pressure from thetrain pipe to the auxiliary reservoir.

4:. A valvular mechanism for automatic air brakes, comprising incombination, an auxiliary reservoir, a train-pipe, a valve casing havinga passage for establishing communication between said auxiliaryreservoir and said train-pipe,-and a valvular device for controllingsaid passage, having an abutment for actuating said valvular device,balanced between train-pipe pressure and therpressure of a special orsupplemental reservoir additional to the auxiliary res-' ervoir, and soconstructed as to normally prevent a flow from the train pipe to theauxiliary reservoir, and when moved by increased train pipe pressure, topermit bacle I flow from the auxiliary reservoir to the train-pipe forthe purpose of reducing res-i ervoir pressure, and augmenting the pres-"sure of the train-pipe, substantially as de scribed.

5. In automatic air brake mechanism, the

combination with an auxiliary reservo1r,'a train pipe and a'triplevalve'device, of a passage to permit aback flow from the auxiliaryreservoir to the train' pipe and a valvular device normally closing thepassage and preventing aflow from the train pipe 'to the auxiliaryreservoir and adapted, on

an increase of train pipe pressure to be moved thereby to a position topermit a back flow from the auxiliary reservoir to the train pipe.

R. F. EMERY, J. B. MACDONALD.

